1998 FIAT PUNTO turn signal

Fuel system - diesel models 4C*3
bolt (Bosch)
4 Fuel system -priming and bleeding
The Injection pump Is self-priming and no special procedures are necessary to prime the fuel system. However where the luei system has been completely drained it (s helpful to loosen the injector union nuts while turning the engine on the starter motor In order to purge trooped air.
S Fuel injection pump • removal and refitting 5
Removal 1 Disconnect the battery negative terminal (refer to Disconnecting the battery In the Reference Section of this manual) 2 Remove the timing belt and Injection pump sprocket aa described in Chapter 2C. 3 Disconnect the accelerator cable from the fuel injection pump, with reference to Section 3. 4 Loosen the clip, or undo the banjo union, and disconnect the fuel supply hose. Recover the sealing washers from the banjo union, where applicable. Cover the open end of the hose, and raflt and cover the banjo bolt to keep dirt out. 5 Disconnect the main fuel return pipe and the injector leak-off return pipe banjo union. Recover the sealing washers from the banjo union Again, cover the open end of the hose and the banjo bolt to keep dirt out.
6.2a Remove the rubber bung ...
k
5.10a Injection pump lower mounting bolt removal (Bosch) 6 Disconnect all relevant wiring from the pump. 7 Unscrew the union nuts securing the Injector pipes to the fuel Injection pump and injectors. Counterhold the unions on Ihe pump, while unscrewing the pipe-to-pump union nuts. Remove the pipes as a set. Cover open unions lo keep dirt out. using small plastic begs, or fingers cut from discarded (but clean!) rubber gloves. 8 Mark the fuel Injection pump in relation to the mounting bracket, using a scriber or felt tip pen. This will ensure Ihe correct pump timing is retained when refitting. 9 Unscrew the bolt(s) from Ihe rear support bracket (see illustration) 10 Unscrew the mounting nuts/bolt, remove the special bracket, then remove the injection pump from the mounting bracket/housing (see illustrations).
Refitting 11 Locate the injection pump In the mounting bracket and align the marks mode on the pump and bracket before removal. If a new pump is being fitted, transfer the mark from the old pump to give an approximate setting. Locate the special bracket and fit the nuts/bolt loosely. 12 Refil Ihe rear support bracket and fit the bolts loosely. 13 Set up the injection timing, as described In Sections 7 and 8 (as applicable). 14 Refil and reconnect the injector fuel pipes. 15 Reconnect all relevant wiring to the pump. 16 Reconnect the fuel supply and return hoses, and tighten the unions, as applicable.
6.2b ... when checking the injection pump timing dynamically. Timing marks shown on flywheel and transmission casing
5.10b Removing the special Injection pump mounting brackot (Bosch)
5.10c Removing tho injection pump (Bosch) Use new sealing washers on the banjo unions. 17 Reconnect and adjust the accelerator . cable with reference to Section 3. i 16 Refit the Injection pump sprocket end timing belt as described in Chapter 2C. I 19 Reconnect Ihe battery negative terminal 20 Start the engine, and check for any ' leakage at the fuel unions. To enable the engine to start It may be necessary to loos® the injector union nuts while turning the engine on the starter motor in order to porgt trapped air. 21 Check and if necessary adjust the idle speed as described in Chapter 1B.
6 injection timing -checking methods
1 Checking the injection timing Is not e routlno operation. It Is only necessary aftorth* Injection pump has been disturbed. I 2 Dynamic timing equipment does exist, bulit ' is unlikely to be available to the hame I mechanic. Tho equipment works by I converting pressure pulses in an Injector pips into electrical signals. If such equipment« available, use it In accordance with Its maker's instructions using the liming mark
on
the flywheel (see illustrations). 3 Static timing as described In this Chaptai gives good results If carried out carefully. A dial test indicator will be needed, with probes and adapters appropriate to the typo of infection pump. Read through the procedures beto starting work, to find out what ts Involved.

4D«1
Chapter 4 Part D:
Exhaust and emission control systems
Contents
Catalytic converter - general Information and precautions 7 Crankcase emission system • general information 3 Evaporative loss emission control system • information and component renewal 2
Degrees of difficulty
Exhaust manifold - removal and refitting 5 Exhaust system - general information and component renewal .... 6 General information 1 Lambda oxygen sensor - removal and refitting 4

Easy, suitable
tor novice with fittie ^
1 experience
Fairly easy, suitable for beginner with ^ some experience ^
Fairiy dfficult, lb suitable for competent ^ DIY mechanic ^
Difficult, suitable for experienced DIY ^ mechanic
Very difficult, ^ suitable far expert DIY or professional
Specifications
Torque wrench settings Exhaust down pipe to manifold Exhaust manifold Exhaust system mounting Exhaust to catalytic converter: M8 M10x1.25
Nm Ibfft 24 18 24 18 27 20
24 18 40 30 53 39
1 General information
Emission control systems All petrol engine models use unleaded petrol and are controlled by engine management systems that are 'tuned' to give the best compromise between driveability. luel consumption and exhaust emission production. In addition, a number of systems are fitted that help to minimise other harmful emissions: a crankcase emission-control system (petrol models only) that reduces the release of pollutants from the crankcase, an evaporative loss emission control system (petrol models only) to reduce the release of hydrocarbons from the fuel tank, a catalytic converter (petrol and diesel models) to reduce exhaust gas pollutants, and an Exhaust Gas Recirculation (EGR) system (turbo diesel models only) to reduce exhaust emissions. Crankcase emission control To reduce the emission of unburned hydrocarbons from the crankcase Into the atmosphere, the engine is sealed and the blow-by gases and oil vapour are drawn from inside the crankcase, through a flame trap.
into the inlet tract to be burned by the engine during normal combustion. Under conditions of high manifold depression (idling, deceleration) the gases will by sucked positively out of the crankcase. Under conditions of low manifold depression (acceleration, full-throttle running) ihe gases are forced out of the crankcase by the (relatively) higher crankcase pressure: if the engine is worn, the raised crankcase pressure (due to increased blow-by) will cause some of the flow to return under all manifold conditions. Exhaust emission control -petrol models To minimise the amount of pollutants which escape Into the atmosphere, a catalytic converter is fitted In the exhaust system. The fuel system is of the closed-loop type, in which a Lambda (or oxygen) sensor In the exhaust system provides the engine management system ECU with constant feedback, enabling the ECU to adjust the air/fuel mixture to optimise combustion. The Lambda sensor has a heating element built-in that Is controlled by the ECU through the Lambda sensor relay to quickly bring the sensor's tip to Its optimum operating temperature. The sensor's tip Is sensitive to oxygen and relays a voltage signal to the ECU
that varies according on the amount of oxygen In the exhaust gas. If the inlet air/fuel mixture is too rich, the exhaust gases are low in oxygen so the sensor sends a low-voltage signal, the voltage rising as the mixture weakens and the amount of oxygen rises In the exhaust gases. Peak conversion efficiency of all major pollutants occurs if the inlet air/fuel mixture Is maintained at the chemlcally-con*ect ratio for the complete combustion of petrol of 14.7 parts (by weight) of air to
1
part of fuel (the stoichiometric ratio). The sensor output voltage alters in a large step at this point, the ECU using the signal change as a reference point and correcting the Inlet air/fuel mixture accordingly by altering the fuel Injector pulse width. Exhaust emission control -diesel models An oxidation catalyst is fitted in the exhaust system of all diesel engine models. This has the effect of removing a large proportion of the gaseous hydrocarbons, carbon monoxide and particulates present in the exhaust gas. An Exhaust Gas Recirculation (EGR) system Is fitted to all turbo diesel engine models. This reduces the level of nitrogen oxides produced during combustion by Introducing a proportion of the exhaust gas back into the inlet manifold, under certain engine operating